Pneumatic cushion rail wheel



March 9, 1937. M. HowALD 2,073,534

PNEUMATIC CUSHION RAIL WHEEL I Filed Feb. 24, 19'54 Iril @w-fg Patented Mar. '9, 1937 UNITED STATES PATENT oEEicE 2,013,534 PNEUMATIC CUSHION RAIL WHEEL i i Melville Howald, Massillon, Ohio l Application February 424, 1934, Serial No. 712,786 4 claims. (ci. 295-12) v My invention relates to pneumatic cushion rail wheels for use on railway cars, railway motor cars, and the like, the wheels rolling on the rails of a railway track system and always supporting 5 proportionate parts ofthe load of the car, and sometimes driving the car and propelling any other cars which may be connected therewith as a train.

It has long been considered desirable to provide some form of cushion wheel for railway cars and railway motor cars and the like, to make such cars easier in their riding qualities, to better enable the attainment of high speeds, to facilitate the use of anti-friction bearings, andto minimize the transmission to the axles and other parts of the cars of vibrations and impact loads arising from the rolling of the wheels over track joints, switch frogs, cross-overs, and the like. v

Resilient wheels including springs, solid rubgg ber, and the like interposed between the wheel hubs and the wheel rims have proven unsatisfactory in most instances, because, among other things, of the crystallization and breaking of springs, and because of disintegration of the rubber under the -heavy loads imposed thereon and the heat arising from the friction to which the solid rubber is subjected in the use of such wheels.

Various types of pneumatic cushion rail wheels have. also been proposed including pneumatic cushion tires similar lto automobile tires, but vthe pneumatic cushion rail wheels of which I am aware prior to the present improvements and other improvements of which I am the inventor, have been unsatisfactory in use because of the lack of any, or inadequate, provisions for properly supporting the axles and the car, when the pneumatic cushion tires blew out, and also because in many instances the rubber treads of usual pneumatic cushion rail wheels have rolled directly on the rails, with consequent very short li-fe, and

.with relative low load sustaining capacity, and with insufficient capacity to sustain the thrust loads set up in the wheels when the car turns curves in the tracks.

The foregoing indicates some of the difficulties which are incident to all usual pneumatic cushion rail wheels of lwhich I am aware prior to the present improvements and other improvements of which I am the inventor, whether the wheels be used as idlers, that is as mere rolling supports for the car, or as drivers, that is where the wheels are drive connected with axles and the axles are rotated by a motor for propulsion purposes; and in the case of driver pneumatic cushion rail wheels, a further difficulty is encountered because when the usual pneumatic tires blow out, proper drive of the wheel is impaired i! not rendered' impossible. y

The objects of the present improvements include in general the provision of improved pneu- 6 matic cushion rail wheels adapted for overcoming the foregoing diiculties.

More particular objects of the present inveng tion are as follows:

First, to provide a pneumatic cushion rail 10 wheel which is adapted-for use either as an idler or a driver;

Second, to provide an improved construction and arrangement for a rail wheel including a, pneumatic cushion tire and an improved metallic l5 flanged annular rail band carried by the tire and rolling on the rail;

Third, to provide an improved pneumatic cush-` ion rail wheel including a metallic annular rail band carried by a pneumatic cushion tire whose 20 movements including up and down and side exing are controlled; y

Fourth, to provide a pneumatic cushion rail wheel adapted for setting up air circulation for preventing the tire thereof from overheating; 25

Fifth, to provide a. pneumatic cushion rail wheel having a rigid metallic rail band, rigid metallic hub members, a pneumatic cushion rubber tire interposed between the rigid metallic hub members and the rigid metallic rail band, the tire' be- 30 ing normally inflated and maintaining the rail band and hub parts in yielding load sustaining relationship with each other, and the rail band and hub members being constructed and arranged so that when the tire deflects by excessive dea- 35 tion beyond a predetermined degree the inner hub members will be engaged in direct load sustaining relationship with each other; and Sixth, to provide a pneumatic cushion rail wheel having an outer metallic rail band, inner hub members, and a pneumatic rubber tire interposed between the same, and in which there is substantially -no relative rotary movement between the hub members, the tire and the rail band either when the tires are properly inflated or when the tire has been excessively deflated.

The foregoing and other objects are attained by the improvements,` apparatus, parts, combinations, and sub-combinations, which comprise 50 the present invention, and the nature of which is set forth in the following general statement, and preferred embodiments of which, together with 'their mode of use, are set forth in the following description, and which are particularly and d is- 55 tinctly pointed out and set forth in the appended claims forming part hereof.

The nature of the improved pneumatic cushion rail wheels of the present invention may be stated in general terms as including inner annular means, outer annular means, annular pneumatic means interposed between and engaging the inner and outer annular means, the pneumatic annular means being normally inflated with compressed air and maintaining the inner and outer annular means in yielding load sustaining relationship with each other, and co-operable stop means on the inner and outer annular means, the stop means being normally spaced from one another l5 with respect to the axis of rotation of the wheel and'with respect to a plane at right angles to the axis of rotation of the wheel, and being arranged to limit relative movement of the inner and outer annular means with respect to each other, and to engage both radially and laterally the inner and outer annular means in direct load sustaining relationship with each other after a predetermined deilation of the pneumatic annular means.

'I'he outer annular means are preferably rigid and include a rail band for rolling on one rail of a railway track, and the stop means for the outer annular means is preferably an annular wedge.

'Ihe inner annular means may be otherwise termed hub members, and are preferably rigid, and the stop means on the inner annular means preferably form an outwardly opening V groove, in which the annular wedge stop of the outer annular means is located.

Opposite preferably frusto-conical walls of the v groove are preferably provided with linings preferably made of heat resisting material such as asbestos, and are also preferably provided with side bearing rings.

Preferred embodiments of the improved pneumatic cushion rail wheels are illustrated in the accompanying drawing forming part hereof, in which Figure 1 is a vertical sectional view as on lines |-I, Figs. 3 and 4 of one embodiment of the improved pneumatic cushion rail wheel of the present invention, the wheel being a driver wheel and being illustrated in position on a rail, and in supporting engagement with the axle of a railway "car, other parts of the car not being shown, and the improved wheel including a pneumatic cushion tire in normally inflated position between inner and outer annular means, and the several parts of the wheel being illustrated in 55 their relative positions with such normal inflation of the tire;

Fig. 2, a view similar to Fig. 1 in which the tire has been subject to deflation to a predetermined degree, and the annular stop means on the inner 30 and outer annular means have been displaced to direct load sustaining relationship with each other.

Similar numerals refer to similar parts throughout the drawing.

e5 In Figs. 1 to 4 inclusive, there is illustrated one rail il of a railway track, on which one'embodiment of the improved pneumatic cushion rail wheel of the present invention is in operative position and is indicated generally by Il and is 0 securedon theouterendofan axle i2 ofarailway car, not otherwise sh 'I'he improved wheel Il includes rigid outer annular means indicated generally by Il and having an outer flanged rail band i4 who outer sperlpheralsurfacesaresimilartotheouterpewheel, and which a usual anged railway car roll on and operate against the head flange il of the rail Il.

The improved wheel Il furthermore includes inner supporting means indicated generally by It and which as illustrated constitute inner annular means, and which are secured on the outer end of the axle i2.

Yielding means, preferably annular pneumatic cushiongtire means 'indicated generally by I1 are interposed between the outer annular means I3 and the inner annular means It; and the pneumatic tire means Il are normally inflated to a pressure so as to maintain the inner and outer annular means in yielding load sustaining relationship with each other, thus cushioning the axle and other parts supported by the wheel, as the wheel rolls along the track.

The outer annular means I3 also includes stop means indicated generally by Il, which is prei'- erably in the form of an annular wedge stop, as illustrated; and the inner annular means it. includes stop means indicated generally by i9, and which are preferably in the form of outwardly opening V groove walls; and the annular ripheral surfaces of `wedge i l of the outer annular means Il is located in the groove space 2l of the groove wall stop means II; and the wedge stop means I8 and the groove wall stop means II are normally spaced from each other with respect to the axis of rotation of the wheel and with respect to a plane at right angles to the axis of rotation of the wheel when the tire I1 is normally inflated, as illustrated in Fig. l, so as to limit relative movement of `the inner `and outer annular means I6 and I 3 with respect to each other, and so as to engage both radially and laterally the inner and outer annular means in direct load sustaining relationship with each other, after a predetermied deilection of the pneumatic tire means I1, or in other words after a predetermined degree of deatlon of the tire I1.

The relative positions of the parts of the improved wheel Ii, under conditions of normal tire inflation as aforesaid are shown in Fig. 1; and the relative positions of the several parts of the improved wheel II after excessive deflection of the pneumatic tire I'l are shown in l'lg. 2, in which the inner annular means and the axle secured therewith have dropped into direct load sustaining relationship with the outer annular means, thus relieving the load from the deflated or blown out tire I1 in the condition shown in Fig. 2.

In the embodiment II of the improved pneumatic cushion rail wheel illustrated in connection with a railway car and the like in Figs. 1 to 4 inclusive, the car axle I 2 has an outer frustoconical tapered portion 2| whose minimum diameter is at its outer end 22 and the axle I 2 terminates in a threaded end portion 23 whose diameter is less than the minimum diameter of the frusto-conical portion 2|.

Ihe inner annular means I6 includes a hub 2l having a bore includingat its inner end a frustoconical tapered portion 2l which fits and seats upon the frusta-conical tapered portion. 2i of the axle I2 and key means indicated generally by 2i are interposed between the tapered portion 2| of the axle and the tapered portion 2i of the hubbone, and provide a driving connection between the axle and the wheel.

The bore of the hub also includes at its outer end a counterbored socket 21 whose diameter is larger than the minimum diameter of the tapered portion of the hub bore, and a clampingring 28 is located on the shank of the threaded end 23 of the axle I2, and abuts against the bottom seat 29 of the counterbored socket 21, and a nut 39 screwed on the threaded axle outer end 23 secures the wheel II in place on the axle I2.

An externally threaded closure 3I may be and preferably is provided and screwed into the internally threaded outer end of the'counterbored 10 socket 21. a 4

The hub 24 furthermore includes at its inner vside, afrusto-conical groove forming wall 32; and

a brake drum 33 may be and preferably -is removand drive ntted upon externally splined outer end portions of the hub 24. The inner end 31 of the hub portion 35 of the unit 35 abuts against an annular side seat 38 formed externally on the hub 24, and a clamping ring 39 abuts against the outer end of the hub portion 35, and cap screw means 49 serve to clamp the ring 39 against the outer end of the hub portion 35 and secure the annular unit 35 in place on the hub 24.

The annular unit 35 also includes a frustoconical web and groove forming wall 4I which extends outwardly from the hub portion 35,v and the annular unit 35 also includes as illustrated a rim forming outer annular flange 42.

The annular flange 42 includes an externally cylindric base portion 43 terminating at its inner end in an annular rim side rib 44.

At the outer end of the cylindric base portion 43, a removable annular rim side rib 45 is secured to the annular unit 35 as by cap screw means 45; and the cylindric rim base portion 43, the rim side rib 44, and the removable side rib 45 form a rim seat for the pneumatic cushion tire means I1.

-The outer annular means I3 as aforesaid includes an externally flanged rail band I4 having an internal cylindric counterbored seat 41 which is shrunk upon externally cylindric faces of an annular tire annular tire band 49 externally seating the rail band I4, 'and having an internal shallow annular tire seat channel 50 which seats the external annular tread 5I of the tire means I1.

The outer annular means I3 furthermore includes as aforesaid the annular wedge stop I8, which as shown is an integral part of the unit 48 and includes the annular wedge stop I8 which is located in the outwardly opening V groove formed by the wall 32 of the hub 24 andthe wall 4I of the unit 35, and which is connected with the annular tire band 49 by an annular web wall 52 which curves about and is spaced from the inner side of the casing oi' the tire means I1 and the rim forming outer annular ange 42 of the annular unit; andthe wedge I8 is located below the base portion 43 of the flange 42, and the tire band 49 is located above the flange 42 andthe tire I1, which as aforesaid is interposed between the rim seat on the annular unit 35 and the tire band 49 of the annular unit 48.

The inner face of the groove forming walls 32 and 4I taper similarly and oppositely away from each other forming an outwardly opening V groove, preferably having a flat base, and the inner faces of the walls 32 and 4I are preferably provided with heat resisting linings 53 and. 54 respectively made of fibrous material, such as as- Fig. 2.

band and stop unit 48 including an bestos, and at the outer larger base ends of the frusto-conical walls 32 and 4I, side bearing rings 55 and 55 are preferably provided.

'I'he pneumatic. tire means I1 preferably in- 'cludes an inner tube 51 and a casing 58 generally lsimilar in construction to an automobile tire.

The outer annular means I3 is preferably made of metal such as steel, and by making the same preferably of steel, and also by the annular and transversely curved form of the same as illustrated, the outer annular means I3 is rigid, and

maintains its shape with respect to its rotary action in use and under the loading conditions imposed thereon.

Similarly the inner annular means I8, @with the exception of the fibrous linings 53 and 54 and the preferably Vgraphite impregnated bronze rings 55 and 55. is preferably made of steel parts,

and -by the use of this material and by conformav tio'n of the same as illustrated, the inner annular means Il is rigid.

` By the' use of rigid inner and outer annular means I3 and I8, the life of the pneumatic cushion means I1 interposed therebetween is greatly extended, and relatively great loads may be safely carried by the wheel.

The side groove forming walls 32 and 4I with the preferred bearing rings 55- and 55 limit the side movement of the outer annular means I3, by reason of side flexing of the tire. means I1 when the wheel rolls around a curve or the like, the sides of the annular wedge stop I8 abutting respectively against the adjacent bearing ring 55 or 58. When, because of ablow-out or the like, the tire means I1 is subject to a predetermined deection or in other words is deflated beyond a certain degree, the axle I2 and the inner annular means I5 mounted thereon drop down, and the preferably lined V groove sidewalls 53 and 54 drive roll on the annular wedge stop I8 as shown in there is substantially no rotary outer and inner annular Consequently slippage between the means I3 and I5 and means I1 interposed therebetween. K

The annular unit 48 of the outer annular means I3 has preferably formed therein Ventilating openings 59 in the web 52, and also Ventilating openings 69 and 5I in the outer flange legs of the preferably channel-shaped band 49.

The provision of the rVentilating openings 5,9, 59, and 5I in the unit 48 provides for a cooling of the tire means I1.

I claim'.

1. A wheel including inner annular means, outer annular means, pneumatic means interposed between' the inner and outer annular means, the pneumatic means being normally inflated and maintaining the inner and outer annular means in yielding load sustaining relationship with each other, tapered wedge means on one of the annular means, and tapered groove means on the otherannular means, the wedge and groove means being normally spaced from one another radially with respect to the axis of rotation of the wheel and laterally with respect to a plane at right angles tothe axis of rotation so asv to limit relative movement of the inner and outer annular means with respect to each other and so as to engage eachother radially and laterally and maintains the inner and outer annular means in direct load sustaining relationship with each other after a the pneumatic cushion predetermined deflection ot the pneumatic means.;

2. A wheel including inner rigid annular means, outer rigid annular means, pneumatic means interposed between the inner and Outer rigid an,- nular means. the pneumatic means being normally iniiated and maintaining the inner and outer rigid annular means in yielding load sustaining relationship with each other, .tapered wedge means on one of the rigid annular means, and tapered groove means on the other rigid annular means, the wedge and groove means being normally spaced from one another radially with respect to the axis of rotation of the wheel and Iaterallywithrespecttoa planeatrlghtangles to the axis of rotation so as to limitrelative movement of the inner and outer rigid annular meanswithrespecttoeachotherandsoasto engage each other radially and laterally and maintain the inner and outer rigid annular means in direct load sustaining relationship with each other after a predetermined deection of the pneumatic means.

3. A wheel including inner annular means, outer `annular means, yielding means interposed between the inner and outer annular means. the yielding means normally maintaining the inner and outer annular meansin yielding load sustaining relationship with each other, tapered tongue means on one of the annular means, and tapered groove means on the other annular means, the

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tongue and groove means being normally spaced iromoneanotherradiallywithrespecttothe axis oi'rotationotthewheeiand laterallywith respectto aplaneatrlghtanglestotheaxisot rotation so as to limit relative movement ot the innerand outerannularme'ans withrespectto each otherandsoas toengageeachotherradially and laterally and maintain the inner and Outer annular means in direct load sustaining relationship with each other after a predetermined deiiection of the yielding means.

4. A wheel including inner annular means, outer annular means, yielding means interposed between the inner and outer annular means. the yielding means normally maintaining the inner and outer annular means in yielding load sustaining relationship with each other, van annular conical wedge on one of the annular means and annularconicalgroovewallsontheotherannular means. the mally spaced from one another radially with respect to the axis of rotation of the wheel and laterally with respect to a plane at right angles to the axis of rotation so as to limit relative movement of the inner and outer annular means withrespecttoeachotherandso astoengage each other radially and laterally and maintain the inner and outer annular means in direct load sustaining relationship with each other after a predetermined deiiection of the pneumatic means.

MELVIILE HOWALD.

wedge and groove walls Being nor-l 

